Fuel feeding device



Aug. 14, 1951 F. F. KISHLINE 2,563,939

FUEL FEEDING DEVICE Filed Dec. 6, 1945 2 Sheets-Sheet 1 162 j j 4a 1% 6 5g 12 r24 L INVENTOR.

1/5 F1070 f. mum/N5 1951 F. F. KISHLINE 2,563,939

FUEL FEEDING DEVICE Filed Dec. 6, 1943 2 Sheets-Sheet 2 4 78 76 70 68 60 5 94 a 62:; 62 5 f 8 a0 4 72 60 INVEN TOR. $1070 f. KAY/MM HTTOE/WFY.

Patented Aug. 14, 1951 FUEL FEEDING DEVICE Floyd F. Kishline, Kenosha, Wis.,

'asslgnor to Nash-Kelvinator Corporation, Kcnosha, Wis., a corporation of Maryland Application December 6, 1943, Serial No. 513,197 Claims. (01. 123-119) This invention relates to fuel feeding devices and more particularly to a fuel metering, distributing and fuel and air mixing device for use in conjunction with an internal combustion engine. I

The large majority of internal combustion engines employ fuel induction systems in which the fuel is metered by means of a carburetor in proportion to the volume or weight of air passing through the carburetor, the carburetor serving as a mixing as well as a metering device. From the carburetor the mixture of fuel and air is distributed through an induction manifold to the various cylinders of a multiple cylinder internal combustion engine.

In the case of Diesel engines, atmospheric air is drawn into the cylinders, compressed, and, when compression has reached its highest point, metered quantities of fuel are injected into the combustion chamber under extremely high pressure in order to atomize the fuel and secure uniform distribution thereof. Diesel engines have the advantage that precisely the correct quantity of fuel is fed into each cylinder for each power stroke, whereas with the ordinary vacuum induction system, fuel distribution is entirely dependent upon the shape or configuration of the manifold pipe or upon external factors such as heat to assure uniform distribution.

The difficulty in securing uniform distribution in a fuel induction system lies in the large quantities of liquid fuel which are encountered in the manifold under ordinary operating conditions. It is extremely diflicult to assure that under all conditions of performance and all ranges of throttle opening, equal quantities of the liquid fuel will be distributed to each of the combustion chambers and it is accordingly an object of this invention to overcome the difliculties inherent in such poor distribution characteristics of induction manifolds.

Another object of the invention is to provide a fuel distributing system in which measured quantities of fuel are fed directly into the port of the cylinder to be served so as to insure that all fuel intended for each cylinder will ultimately reach that cylinder. i

It is a further object of the invention to meter the quantity of fuel going into each cylinder and to distribute uniform quantities of fuel into all cylinders so that the performance of all cylinders in a multiple cylinder internal combustion engine is identical.

It is a further object of the invention to provide means dependent upon the quantity of air bemg drawn into an internal combustion engine for regulating the quantity of fuel which will be fed to each of the cylinders.

Further objects and advantages of the invention will appear hereinafter as the description proceeds and will be more particularly pointed out in the appended claims.

In the drawings, of which there are two sheets and which are to be taken as illustrative rather than as limiting the invention:

Figural is a side elevational view of an internal combustion engine embodying the fuel feeding device of the present invention;

Figure 2 is a vertical transverse sectional view through the internal combustion engine shown in Figure 1 and taken substantially upon a plane as indicated by the line 2-2 of. Figure 1;

Figure 3 is a horizontal sectional view taken upon a plane as indicated by the line 3-3 of Figure 2 and looking in the direction of the arrows;

Figure 4 is a horizontal sectional view through the pump mechanism taken substantially upon a plane as indicated by the line 4-4 of Figure 2 and looking in the direction of the arrows;

Figure 5 is a vertical sectional view taken upon a plane as indicated by the line 55 of Figure 4 and looking in the direction of the arrows; and

Figure 6 is a vertical sectional view through a portion of the pump mechanism taken upon a plane as indicated by the line 66 of Figure 1 and looking in the direction of the arrows.

Referring more in detail to the drawings, in which similar reference characters are used throughout to designate similar parts, the invention will be seen to be embodied in a pumping mechanism for supplying fuel to an internal combustion engine generally indicated at Ill. The engine l0 comprises a cylinder block l2 of L-head type which has secured to itstop surface a cylinder head it by means of studs (not shown) and gaskets l6 interposed between the head and block. The engine block I! is suitably internally machined to provide cylinders l8, of which, in the instance illustrated, there are six, eachicylinder being adapted to receive a piston 20 slidable therein in the usual manner. The motor block is also machined and cored to provide a cooling liquid jacket 22 as well as valve seats 26 against which the heads 28 of the usual poppet valves are adapted to seat. The stems 30 of the valves are received in guideways 32 in the usual manner. Valves 28 are adapted to open and close engine ports 34 so as to regulate the flow of fuel and air mixture thereinto. A spark plug 36 is provided for igniting the mixture after it has been compressed within the cylinder.

The structure thus far described is similar to that employed upon present day spark ignited internal combustion engines which employ a manifold induction system.

It will be noted that there are separate ports 34 provided for each cylinder, which is a slight departure from the usual practice in as much as two cylinders generally have their ports Siamesed under modern practice.

To the individual ports 34 there lead individual branches 38 which comprise, in the instance shown, right angle pipe elbows cast integrally with a header 40 which extends longitudinally of the engine I0. The header 40 is provided with an inlet 42 which extends upwardly therefrom at the central portion of the manifold header 40 longitudinally of the engine and is adapted to receive upon its upper end the usual form of air cleaner 43.

Each of the individual branches 38 is provided with an aperture within which there is secured a fuel feed tube 44, the end of which extends into the branch 38 and terminates in a downwardly opening nozzle 46 which may be closed by a check valve 41 opening only under a difference in pressure greater than fifteen pounds per square inch. This construction prevents socalled slobbering or leaking of fuel through nozzles 46 upon a sudden closing of the throttle valve I16. Each of the tubes 44 is connected at its opposite end to a drilled aperture 48 (see Figure extending through a block 50 which forms a part of the body of the fuel pump generally indicated at 52. The aperture 48 constitutes an enlargement of a further manifold 54 which extends downwardly through the block 50 and terminates within the body thereof. The difference in diameters of the ducts 48 and 54 provides a shoulder 56 against which a valve 58 is spring urged to prevent return flow. The duct 54 constitutes, in conjunction with a transverse bore 60 within the block 50, a pumping chamber. The cylinder 60 is located transversely of the block 50, having one end closed by a plug 62 against which one end of a spring 64 abuts, the other end of the spring 64 being seated upon a piston 66 reciprocable in the cylinder 60.

The piston 66 is provided with a ball extension 68 which is seated in a hemispheric depression I0 formed upon one surface of a piston block 12 The flat surface 14 of the piston block 12 opposite to the depressed surface bears against a hardened steel ball 16 carried within the cylinder 60 and the steel ball I6 is in turn propelled upon the power stroke of the piston by means of a slide I8. 3

Slide I8 is driven by a link 80 pivoted thereto at 82, the opposite end of the link 80 being pivoted upon a pin 84 forming a knee joint between the links 86 and 88. The opposite end of the link 88 is driven by means of an eccentric strap 80 from an eccentric 82 mounted upon an eccentric shaft 84, the eccentric shaft 84 being driven from the crank shaft of the engine I0 by means of a worm 86 driven in any suitable manner by the engine crank shaft and worm wheel 88. Eccentric shaft 84 is driven at one half the crank shaft speed of the internal combustion engine so as to provide a power stroke of each pump assembly once for every two revolutions of the engine.

The lower end of the link 86 is pivoted upon a rock shaft I00 which extends longitudinally of 4 the engine I0 and generally parallel to the eccentric shaft 84. The position of the rock shaft I00 may be adjusted in an arc as will later be described.

The pumping arrangement shown in Figure 5 is completed by the drilled manifold I02 which extends generally parallel to the pump cylinder 60, manifold I02 being provided with a shoulder I04 upon which a washer I06 is held to provide a seat for a spring I08 which urges a valve Il0 against a seat formed within a threaded plu II4. Threaded plug H4 is drilled as at H6 in order to connect the same to a feed manifold II8 extending longitudinally of the block 50. A duct I20 (see Figure 6) extending vertically in the block 50 is connected by means of a fitting I22 to a supply pipe I24 which may extend from the usual fuel pump of the engine.

The fuel pump (not shown) supplies fuel from the fuel tank under a relatively low pressure to the fuel feed manifold II8, this pressure being sufficient to unseat the valve IIO against the action of the spring I08 but being insuiiicient to unseat the valve 58. It will be understood that fuel under pressure is constantly present in the manifold I I8 and upon the occurrence of vacuum within the cylinder 60 will flow to fill the cylinder 60 past the valve H0. The piston 66, upon its power stroke, operates to reduce the volume of the pumping chamber formed by the cylinder 60 and the ducts 54 and I02 will consequently lift the valve 58 from its seat 56 to discharge fuel into the feed line 44. This operation, as explained previously, occurs once for each two revolutions of the engine crank shaft (not shown).

In'crder to adjust the quantity of fuel fed to each cylinder in accordance with the demands of the motor, it is necessary to vary the length of the stroke of the piston 66. This is accomplished by altering the position of the rock shaft I00 so as to change the efiective stroke transmitted from the link 88 to the link 88. It will be noted that the length of the stroke of piston 66 will be controlled by the positioning of rock shaft I00 about the axes of pins I28 and I36. The position of shaft I00 is determined by the rotation of bell crank lever I26 which will presently be explained. The position of rock shaft I00 controls the center about which the link 86 swings, controlling the stroke of piston 66. The length of the stroke of piston 66 will be shortened as shaft I00 is rotated in a counter-clockwise direction around the axes of pins I28 and I36 and said stroke will be lengthened as shaft I00 is rotated in a clockwise direction around said axes.

This change of position of the rock shaft I08 is accomplished by means of a bell crank lever I26 (see Figure 2) pivoted at I28 upon the ears I30 formed on a bracket I32 constituting a portion of the pump casing 50. The rock shaft I00 is-also supported at its endsby means of idler links I34 pivoted at I36 upon bosses I40 of the case 50, pivot pins I36 being axially aligned with the pivot I28 supporting the central portion of the bell crank I26. Consequently any motion of the bell crank I26 will be followed by the links I34 to maintain the rock shaft I00 at all times in parallelism to the eccentric shaft 84.

The upper free end of the bell crank lever I26 is pinned at I42 to a link I44 which extends transversely through an aperture in the side portion of the casing 50. The outer end of the link I44 is pivoted at I46 upon a lever I48 fulcrumed at I48 between ears I50 formed upon the outer portion of the casing 50. The upper end of the lever I46 is pivoted at I62 to a rod I54 which has secured upon its inner end a diaphragm I56 constituting a piston for dividing pressure chambers I56 and I66 formed in a fuel metering cylinder I62.

The fuel metering cylinder I62 is arranged to reflect, through varying. the positions that the diaphragm I56 and rod I54 assume, the quantity of air inspirited by the motor and flowing through the manifold inlet 42. Manifold inlet 42 is provided with an impact orifice I64 communicating by means of duct I66 with chamber I56. Orifice I64 consequently transfers the velocity head of the air passing through inlet 42 into a pressure head exerted upon the diaphragm I56 to move the rod I54 to the right as viewed in Figure 2 and consequently swing bell crank lever I26 in a clockwise direction to increase the length of stroke imparted through link 66 to the piston 66.

From the lower portion of chamber I58, a duct I66 leads to a compensatingorifice I10, the purpose of which will be explained hereinafter.

Chamber I60 is provided with an outlet I12 which is connected to a suction orifice I14 located within the manifold inlet 42. A throttle valve I16 in the form of a plate I16 secured to a rock shaft I66 pivotally mounted transversely of the inlet 42 is adapted to be actuated by a lever I62 and link I64 under the control of an accelerator pedal (not shown) manipulated by the operator.

It should be noted that the ducts I66 and I68 are each provided with restrictors I66 and I86, respectively. These restrictors have for their purpose the calibration of air flow through the chamber I56 so as to balance the degree of movement and the position of the rod I54 to provide for the proper stroke of piston 66 to feed the correct quantity of gasoline to each cylinder.

Assuming the engine to be in operation and idling, the throttle valve I16 will occupy substantially the position shown in Figure 2 and a relatively small quantity of air will be flowing through inlet 42. Accordingly, the velocity head of the air flow will be relatively small and the vacuum below throttle valve I16 will be relatively great to produce a force which tends to retain the rod I54 in a position to the left as shown in Figure 2. The vacuum exerted upon suction orifice I14 will be small and this too will assist the diaphragm I56 in remaining at a leftmost position. Hence, the swing shaft I66 will seek a position toward the top of its travel to the right as shown in Figure 2, and the strokes of the pump pistons will be short to deliver the small quantity of fuel required for idling.

If it is desired to increase the speed of the motor from idling speed, the throttle valve I16 will be opened by rotation of the same about its shaft I60 and this will resultin a new set of conditions. First, the vacuum existing in the manifold 40' will be relieved because of the removal of the restriction provided by the throttle valve I16 and consequently the force tending to hold the diaphragm to. the left will be reduced. At the same time, the suction exerted upon suction oriflce I14 will be increased as this orifice will have better communication with the manifold vacuum. Also, the velocity of' air passing through the inlet 42 will increase because of the partial removal of the restriction occasioned by the throttle valve I16. All of these factors tend to move the diaphragm to the right as in Figure 2 with the pressure upon the left side of the diaphragm I56 gradually increasing as the engine gains speed.

Movement of diaphragm I56 to the right I.

clockwise direction to increase the length of the piston strokes and feed more gasoline.

If, while the engine is running at a medium speed, a load is imposed, it would be normal, if the engine was installed in an automobile, to open the throttle wide in an effort to maintain speed. This action will still further increase the suction to the right of diaphragm I56 (due to removal of the throttle valve restriction) and will decrease still further the suction exerted through conduit I66. The velocityhead reflected through duct I66 upon the left of diaphragm I56 will be substantially unchanged but the diaphragm will move to the right still further due to the increased suction in chamber I66 and the reduced suction in manifold inlet 42 below the throttle valve I16.

To reduce the speed of the engine after a run at high speed, the throttle valve I16 is closed, increasing the suction through conduit I66 and upon the left of diaphragm I56 and at the same time reducing the pressure in conduit I66 and the suction in conduit I12 so that the diaphragm I56 tends to move to the left as viewed in Fig- .ure 2.

If the compensating orifice I16 was not provided, the difference in pressure between chambers would be very small but exerted in such a direction as to cause the feeding of more fuel when less is desirable.

Similarly, at high speed ranges the difference in pressure between ducts I66 and I12 is so small that control would be lost and it is, necessary to use the velocity head duct I66.

The restrictions I66 and I66 existing in ducts I66 and I68, respectively, are employed for the purpose of balancing off. the pressure produced by the velocity orifice and the suction of the suction orifice. The restrictions may be varied by replacing them with difierent sized apertures until the pressure conditions within the chamber I58 are brought to the desired state. It will be understood that this calibration operation need be performed only upon installation of the fuel feeding device in a new type of engine and that operation of the device will be the same with the same size restrictors in all engines of the same design.-

It will be recognized that introduction of the fuel at the outlet 46 into each port entrance 24 insures that identical quantities of fuel are fed to each cylinder within a certain speed range.

The interior of the pump mechanism 52 may be lubricated from any desired source. It would be possible to conduct lubricant from the engine lubricating system, supply it to the gears 96, 66 and the bearings for eccentric shaft 94, permitting the lubricant to drain into the crankcase therefrom. Such a lubricating system is not shown in the drawings and forms no part of this invention.

While I have described my invention in some detail, I intend this description to be taken as an example only and not as a limitation of my invention, to which I make the following claims:

1. A fuel feeding device including a fuel pump, means for varying the length of the pumping stroke to vary the quantity of fuel pumped, a pressure responsive element operatively connected to the stroke varying means, a member having an air inlet passage and an impact orifice therein, said impact orifice establishing communication between the atmosphere and a first surface of said pressure responsive element, said member also having-a suction orifice in communication with a second surface of said pressure responsive element, a throttle valve located in the air inlet passage, said impact and suction orifices being located upon the atmospheric side of said throttle valve, said member having a compensating orifice located on the side of the throttle valve opposite the other orifices and communicating with the first surface of the pressure responsive element.

' 2. A fuel feeding device including a fuel pump, means for varying the length of the pump stroke to vary the quantity of fuel pumped, a pressure responsive diaphragm operatively connected to the stroke varying means to motivate the same, a member having an air inlet passage and an impact orifice therein,-said impact orifice establishing communication between the atmosphere and a first surface of said pressure responsive diaphragm, said member also having a suction orifice in communication with a second surface of said pressure responsive diaphragm, a throttle vvalve located in the air inlet passage, said impact and suction orifices being located on the atmospheric side of said throttle valve, said member having a compensating orifice located on the side of the throttle valve opposite the other orifices and communicating with the first surface of the pressure responsive diaphragm, and means re- 'stricting the action of said impact and compensating orifices upon said diaphragm.

3. In a carburetion system, a device for metering the quantity of fuel to be fed comprising a housing member having an air inlet passage, a throttle valve in the passage, a movable pressure responsive element having an operative connection for adjusting the fuel metering device to,

deliver varying quantities of fuel in accordance with different positions assumed by said pressure responsive element, said housing member having a metered impact orifice and a suction orifice communicating with the air inlet passage and being located on the atmospheric side of the throttle valve, said orifices communicating respectively with opposite surfaces of the pressure responsive element, and said housing member having an independent compensating orifice on the .side of the throttle valve opposite the atmospheric side and communicating with one of the surfaces of the pressure responsive element. 4. A fuel metering pump comprising a cylinder, a piston movable in said cylinder, a cam, a pitman arm'driven by said cam, a connecting rod pinned to said piston and having the free end attached to said pitman arm, the connection between said pitman arm and connecting rod forming an 06- cillating knee, a link having one end secured to said knee and its other end movable into a plu-' rality of positions within limits lying closely adjacent either the piston end of said rod or the cam end of said arm, and pressure responsive means for adiusting said link end to vary the length of stroke imparted to said piston from said cam.

. 5. A fuel feeding device comprising a housing member having a single inlet air passage, a fuel pump, said pump comprising a cylinder, a piston movable in said cylinder. a cam, a pitman arm driven by said cam, a connecting rod pinned to said piston and hav n the free end attached to said pitman arm, the connection between said pitman arm and connecting rod forming an oscillating knee, a link having one end secured to said knee and its other end movable into a plurality of positions within limits lying closely adjacent either the piston end of said rod or the cam end of said arm for varying the length of the pumping stroke to vary the quantity of fuel fed by the pump, a throttle valve in the air inlet passage, a pressure responsive element opera.-

tively connected at the link of the stroke vary-' FLOYD F. KISHLINE.

REFERENCES CITED I The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 870,630 Kinsman Nov. 12, 1907 1,106,326 Winton Aug. 4, 1914 1,498,099 How-land-Shearman June 17. 1924 1,662,040 Lee Mar. 6, 1928 1,806,268 Schulze May 19, 1931 1,893,215 Babitch Jan. 3, 1933 1,922,539 Groff Aug. 15, 1933 2,012,998 Junkers Sept. 3, 1935 2,063,848 Meyer et a1. Dec. 8, 1936 2,093,984 Schweizer Sept. 21, 1937 2,132,445 Schweizer Oct. 11, 1938 2,132,446 Schweizer Oct. 11, 1938 2,181,286 Stern et al. Nov. 28, 1939 2,303,597 Adelson Dec. 1, 1942 2,341,257 Wunsch Feb. 8, 1944 2,388,669 Baker Nov. 13, 1945 FOREIGN PATENTS Number Country Date 113,026 Australia May 2, 1940 501,493 Great Britain Feb. 28, 1939 523,895 Great Britain July 25, 1940 

